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PROGRAM DOSSIER
KC-46 Pegasus
Definition: The KC-46 Pegasus is a U.S. air-refueling
tanker that is expected to reach initial operating capability (IOC) around 2017. It is produced by Boeing
Features: The KC-46 is intended to replace the first third
of the U.S. Air Force (USAF) KC-135 fleet in the primary
role of air-refueling, as well as in secondary roles of transport and aeromedical evacuation. Compared to the KC-135,
the new aircraft can deliver more fuel at all ranges; operate from shorter runways; and carry three times as many
cargo pallets, twice the number of passengers and over 30%
more aeromedical evacuation patients.
The KC-46A is based on the Boeing 767-2C, a derivative
of the 767-200ER commercial airliner. Retaining the 767200ER fuselage, the -2C includes a strengthened main
Located above the refueling system is a cargo deck that
can be configured to handle mixed loads of cargo, passengers and patients. The deck can accommodate up to 18
463-L cargo pallets, 58 passengers (or 114 in "contingency"
situations) or 58 aeromedical patients (24 litter and 34
ambulatory).
Designed to operate safely in medium-threat environments, the KC-46 hosts a series of self-protection mechanisms. An ALR-69A radar warning receiver alerts the
pilots when hostile radars illuminate the aircraft. The
AAQ-24 Large Aircraft Infrared Countermeasure (LAIRCM) system combines a two-color IR missile warning system with a directed IR countermeasures set that blinds
incoming IR-guided missiles with lasers. A Tactical Situational Awareness System compiles threat information
from onboard sensors and friendly aircraft and, when a threat is detected, automatically alerts the crew and suggests a
new route. In addition, the cockpit is armored, the fuel tanks have ballistic protection and the entire aircraft is hardened
against electromagnetic pulses.
Program History and Details: The KC-
deck cargo floor, a cargo door, several freighter features,
strengthened 767-300ER wings, 767-400ER horizontal stabilizers, 787-based cockpit displays, auxiliary body tanks
for increased fuel capacity and provisioning for the plumbing and extra 50 mi. of wiring required for the refueling
mission systems. The aircraft is powered by two Pratt &
Whitney PW4062 turbofans producing 62,000 lb. of thrust
each and has a maximum takeoff weight of 415,000 lb.
The tanker's refueling equipment will allow it to offload
fuel to any fixed-wing aircraft via both boom and probeand-drogue methods. At its rear centerline, the aircraft
carries an advanced version of the KC-10's refueling boom
that can offload fuel at 1,200 gallons per minute (GPM). A
Center-line Drogue System (CDS) is also installed, which
can offload fuel at 400 GPM. In addition, the aircraft is
provisioned to carry Wingtip Air Refueling Pods (WARPs),
which can also offload fuel at 400 GPM to probe-equipped
aircraft. Through this Multi-Point Refueling System, the
KC-46 can refuel two aircraft simultaneously from its two
WARPs. The KC-46 can carry a total of 212,299 lb. of fuel,
of which 207,672 lb. can be offloaded through any of these
transfer systems.
46 is the first stage in a three-stage process to replace USAF's 400+ KC-135s. These
three notional stages are referred to as KCX, KC-Y and KC-Z. The KC-X has become the
KC-46. The KC-Y is envisioned as a KC-46A
continuation or follow-on. The KC-Z would
also likely replace the KC-10 fleet.
In April 2006, USAF completed an analysis of alternatives to replace its aging tanker fleet. On Feb. 24, 2010, the
KC-X program released a final request for proposal (RFPs).
The program entered source selection on July 9, 2010. The
Milestone B Defense Acquisition Board was held on Feb. 23,
2011. The Office of the Undersecretary of Defense for Acquisition, Technology and Logistics approved the program
to enter the engineering and manufacturing development
(EMD) phase on Feb. 24, 2011. It also awarded the EMD contract to develop and produce 179 aircraft to Boeing, over a
competing tender from Airbus. EMD was scheduled to run
from 1st quarter fiscal 2014 to 2nd quarter fiscal 2018.
The contract was valued at $4.4 billion with a cap of $4.9
billion, after which Boeing would be responsible for any
overages.
First flight of the 767-2C, an aircraft labeled EMD-1 or
VH-001, occurred on Dec. 28, 2014. This first test aircraft
had the design changes to make it the first 767-2C freighter
variant but not the aerial refueling system or other military equipment that will complete the design of the KC46A. A second prototype called EMD-2 (a.k.a. VH-002) is the
first fully configured KC-46A and was in functional test-
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PROGRAM DOSSIER
KC-46 Pegasus, Continued
ing as of March 2015. Boeing hoped to achieve fi rst fl ight of
this KC-46 in April 2015, but program officials later targeted second quarter 2015. A third aircraft, VH-003, will
be part of the -2C type certification test program, while
the fourth airframe, VH-004, will be the second KC-46A
to be converted at Boeing's specially established fi nishing
center in Everett, Washington. Aircraft one and three will
be used to clear FAA amended and supplemental type certification, while aircraft two and four will focus on conversion to and testing of the full KC-46A design. All four EMD
aircraft will then proceed through the remainder of FAA
testing, as well as military certification and verification
and receiver qualification to clear the way for the start of
initial operational test and evaluation (IOT&E), slated to
run from 1st quarter to 2nd quarter of fi scal 2017. Both
EMD-1 and EMD-3 will eventually be modified with refueling equipment.
All four aircraft produced as part of the EMD program
eventually will be fielded for operations, where they will
join 175 production aircraft to be procured through 13 lots.
Fiscal years 15 and 16 will see low-rate initial production
(LIRP) contracts for 7 and 12 aircraft, respectively. Thereafter, procurement will occur in 11 full-rate production
lots of 15 aircraft per year through the end of the 175-aircraft production run (as scheduled, to occur with six aircraft in 2027). The Milestone C decision to initiate LRIP is
scheduled for September 2015 with LRIP 1 production beginning in 1st quarter of fi scal 2016. Under the Required
Assets Available (RAA) stipulation of the EMD contract,
the fi rst 18 fi nal production confi guration aircraft have
to be delivered to USAF by Aug. 24, 2017 (78 months after
EMD contract award), along with the necessary training
and support in place. USAF's Air Mobility Command has
not announced an IOC date. Full-operational capability is
expected two years after IOC.
According to the program's December 2013 selected acquisition report (SAR), the entire program is expected to
cost $40.5 billion - including $6.3 billion in research, development, testing and evaluation (RDT&E), $31.6 billion
in procurement and $2.6 billion in military construction.
These fi gures are in fi scal 2011 dollars. The SAR expressed
a 55% confidence level in these cost projections. The EMD
contract is capped at $4.9 billion, so Boeing will be responsible for funding the difference between the cap and
the currently estimated $6.3 billion total RDT&E cost. In
addition, the 179 aircraft are expected to require $103.6
billion in operations and sustainment funding over the
course of their lives from fi scal 2016 to fi scal 2069.
Export Potential: The Republic of Korea has expressed
interest in the KC-46 and Japan also has inquired. While
Boeing would have an advantage in any follow-on U.S. orders to replace more KC-135s, most of the international
competitions have already been won by the competing Airbus A330 Multi-Role Tanker Transport (MRTT).
—Dan Katz
All Program Dossier data are excerpted from
the Aviation Week Intelligence Network
(awin.aviationweek.com). To learn how to
receive full access to dozens of updated online profi les of
major international defense programs, call +1 646-2916353 or email anne.mcmahon@aviationweek.com.
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Specifications: KC-46 Pegasus
Designation:
KC-46A
Name:
Pegasus
Manufacturer:
Boeing
Category/Type:
Air Refueling Tanker
Crew:
15 permanent seats
Dimensions and Weights
Length:
165 ft. 6 in, (50.5 m)
Wingspan:
157 ft. 8 in. (48.1 m)
Height:
52 ft. 10 in. (15.9 m)
Weight (max take-off):
415,000 lb. (188,240 kg)
Fuel Capacity:
212,299 lb. (96,297 kg)
Max Transfer Fuel Load:
207,672 lb. (94,198 kg)
Cargo Capacity:
65,000 lb. (29,484 kg)
Pallet Positions:
18
Passengers:
58 total (normal); 114 total (contingency)
Aeromedical Evacuation:
58 patients (24 litter / 34 ambulatory) with the AE Patient Support Pallet
configuration; 6 integral litters carried as part of normal aircraft configuration
equipment
Performance
Engines:
2 x Pratt & Whitney PW4062
Thrust:
124,000 lb. combined
Takeoff Distance at MTOW:
8,400 ft.
Max Speed:
Mach .86 / 360 KCAS
Avionics
Radar Warning Receiver:
ALR-69A
Infrared Countermeasures:
AAQ-24 LAIRCM
Cost
Flyaway Cost:
$151.6M (FY13) - SAR '13 estimate
Gross Cost:
$180.5M (FY13) - SAR '13 estimate
Total Cost:
$226.1M (FY13) - SAR '13 estimate
Source: Aviation Week Intelligence Network
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2015 PENTON
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